Camshaft install tips and tricks
(→Engine RPM for break in) |
(→Mistakes that may "frag" a flat-tappet camshaft and lifters) |
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{{!}}Use this list as a guideline so that you remember to check all these things when installing a new flat tappet camshaft. This list is not gospel, and if the manufacturer of the camshaft you're using recommends procedures that differ from what is shown here, use the manufacturer's recommendations instead. | {{!}}Use this list as a guideline so that you remember to check all these things when installing a new flat tappet camshaft. This list is not gospel, and if the manufacturer of the camshaft you're using recommends procedures that differ from what is shown here, use the manufacturer's recommendations instead. | ||
| − | ==Mistakes that may | + | ==Mistakes that may cause failure of a flat-tappet camshaft and lifters == |
===Cleaning=== | ===Cleaning=== | ||
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===Engine RPM for break in=== | ===Engine RPM for break in=== | ||
| − | '''13. Failure to run the motor at 2500 rpm or higher (alternating 500/1000 rpm up and down) to allow the crank and rod big ends to throw oil onto the cam, for a minimum of | + | '''13. Failure to run the motor at 2500 rpm or higher (alternating 500/1000 rpm up and down) to allow the crank and rod big ends to throw oil onto the cam, for a minimum of 20 minutes.''' |
{{Warning}} No idling! The motor should not be run at less than 2500 rpm for a minimum of 20 minutes. If a problem develops, shut the motor down and fix it, then resume break-in. The main sources of camshaft lubrication is oil thrown off of the rods and crankshaft, drain back from the oil rings and oil blowing around inside the crankcase (this is known as "windage"). At idle, the crank isn't spinning fast enough to provide sufficient oil splash to the camshaft/lifters for proper break in protection. | {{Warning}} No idling! The motor should not be run at less than 2500 rpm for a minimum of 20 minutes. If a problem develops, shut the motor down and fix it, then resume break-in. The main sources of camshaft lubrication is oil thrown off of the rods and crankshaft, drain back from the oil rings and oil blowing around inside the crankcase (this is known as "windage"). At idle, the crank isn't spinning fast enough to provide sufficient oil splash to the camshaft/lifters for proper break in protection. | ||
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Used lifters should only be used on the very same cam, in the very same block, and in the very same positions they were removed from. Chances that the lifter bores will be machined on the very same angles on a different block as the block the lifters came out of are about equal to you hitting the lottery. If you purchase a used flat tappet cam from a swap meet or yard sale, plan on using it for a doorstop. New lifters should not be used on an old cam, either. Given the reasonable cost of a new cam and lifter set (~$100 ca. 2012), vs. the cost of cleaning and repairing the damage done by a failed cam and lifters, the choice to use new parts is obvious. | Used lifters should only be used on the very same cam, in the very same block, and in the very same positions they were removed from. Chances that the lifter bores will be machined on the very same angles on a different block as the block the lifters came out of are about equal to you hitting the lottery. If you purchase a used flat tappet cam from a swap meet or yard sale, plan on using it for a doorstop. New lifters should not be used on an old cam, either. Given the reasonable cost of a new cam and lifter set (~$100 ca. 2012), vs. the cost of cleaning and repairing the damage done by a failed cam and lifters, the choice to use new parts is obvious. | ||
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| + | '''19. Failure to observe the lifters and pushrods turning with the motor running.''' | ||
| + | If the lifter is not turning, the cam lobe is hitting on the same spot on the lifter every revolution and it won't be long until the lifter yields and then takes the lobe out with it. All lifters and all pushrods must be turning for successful engine operation. | ||
==Lubrication== | ==Lubrication== | ||
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''Another option for increasing flat tappet cam longevity is nitriding. Recently COMP Cams invested in a nitriding machine, the first of its kind owned by a major U.S. aftermarket camshaft manufacturer. Nitriding actually hardens the surface of the camshaft and tappet face by injecting nitrogen “needles” into the metal. The result is an ultra-hard surface on the face of the camshaft lobes and lifter face, which greatly improves the performance and break-in process for flat tappet cams. This process is an additional charge for COMP Cams camshafts, but for many extreme duty applications, it virtually ensures proper break-in and increased durability."'' | ''Another option for increasing flat tappet cam longevity is nitriding. Recently COMP Cams invested in a nitriding machine, the first of its kind owned by a major U.S. aftermarket camshaft manufacturer. Nitriding actually hardens the surface of the camshaft and tappet face by injecting nitrogen “needles” into the metal. The result is an ultra-hard surface on the face of the camshaft lobes and lifter face, which greatly improves the performance and break-in process for flat tappet cams. This process is an additional charge for COMP Cams camshafts, but for many extreme duty applications, it virtually ensures proper break-in and increased durability."'' | ||
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| + | George "Honker" Striegel (owner of Clay Smith Cams) said the following in an article on Ford inline 6 engines (to be taken with a grain of salt): Lets talk about that special treatment Comp Cams offers, for an additional $110 dollars. It's true that nitriding a cam raises the Rockwell hardness to 55-60, however they do nothing to increase the hardness of their lifters and most everyone will agree that it's the lifters that go first, then take out the lobe. In fact, the tech at Comp Cams told me that once the cam is broke in, the nitrided surface breaks down and eventually matches the hardness of the lifter. Right.... Clay Smith, Isky, Crane, and several others, experimented with nitriding several years ago. They found that nitriding offered no advantage, simply because they couldn't offer a lifter with the same hardness, at an affordable price. Yes, lifters can be made to match the hardness, but at a considerably higher price (which is probably why Comp Cams doesn't offer them). Next they discovered that a cam, or crankshaft, that had been nitrated was more prone to cracking due to stress resulting from flex and temperature fluctuations. Once the surface is damaged in any way, it cracks and eventually disintegrates, which accelerates wear at an even faster pace. And as expected, the mismatched cam and lifter hardness accelerates wear on the weaker component (lifters), which is true on all metal parts where the hardness is mismatched, such as distributor gears. On a final note, the nitrided cam carries the same warranty as a non-treated cam. If the process is as good as they say, why don’t they offer an extended warranty on the treated cams? | ||
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| + | Cam manufacturers found the better solution was to produce cams cores with a higher nickel content, which raised the hardness to 42-46 on the Rockwell scale. By using lifters that match the hardness of the cam, which are affordable to produce, wear is greatly diminished. Today there are literally millions of consumers using high nickel cams, of which a very small percentage have had wear issues that are directly related to cam hardness. Cam failures, or lobe wear, can almost always be traced back to improper break-in, the use of cheaper motor oils, or the use of high volume oil pumps. As such cam manufacturers don't offer nitriding, simply because it isn't needed, especially if you use a good quality oil and follow the recommended break-in procedures, including a high quality break-in oil. On the other hand, if you insist on using a high volume oil pump and/or high pressure valve springs for boosted applications, then a treated cam might be better suited. Just be prepared to change out the lifters on a regular basis, which means pulling the cylinder head frequently, or spending several hundreds of dollars on chilled lifters. | ||
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| + | Comp Cams is a huge corporation with thousands of employees, which finds itself in the same position that Crane Cams was in not long ago. Considering many of the engines produced today don't benefit from cam swaps, and the dwindling economy, the demand for aftermarket cams is steadily dropping. So how does a large corporation suffering from a lack of sales, up the ante to get you to shell out those hard-earned dollar bills? Easy, they dream up a new product and convince the average uninformed consumer that it’s something they can’t live without. Sound familiar? Personally I can find better uses for my money. | ||
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| + | As for stock springs, (let's talk about inline motors for a minute), I’ll post a few facts and let you guys make your own decision. Personally, I think they are perfectly suited for the applications they are recommended for. Not only do they work well, they are less than half the price of aftermarket springs, and they are readily available from any local parts store. | ||
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| + | AK Miller (hot-rodder, racer, engine builder, and the Godfather of inlines) used stock SBF springs on every motor he built with excellent results, and commented that they were adequate for motors up to 6000 rpm with a .060 shim. He even used them successfully on his turbocharged motors, as did Bill Strobe (racer and engine builder). Mr. Miller was also a Performance Advisor for Ford Motor Company and Ford Racing, and was considered by many to be the worlds leading authority on inline sixes. Miller and Strobe joined forces on several projects and wrote numerous tech articles for Ford Motor Company and various magazines. In the 60’s he authored an article entitled “Horsing Around with the Mustang Six - Parts 1&2” for Hot Rod Magazine. In that article, he used stock 289 springs with a 260 duration cam, which raised the rpm capabilities of the Falcon six from 4500 rpm to 5500 rpm. Not bad for a piece of junk. | ||
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| + | The Schjeldahl Brothers, authors of the Falcon Six Cylinder Performance Handbook, have used SBF springs in their motors successfully, and recommend them in their handbook as an alternative to stock springs. | ||
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| + | Jack Clifford, founder of Clifford Performance and one of the most respected pioneer’s in inline performance, stated that spring pressures should not exceed 100# closed for inline sixes. Ed Iskenderian, founder of Isky Cams and the manufacturer for a majority of the camshafts sold by Clifford Performance, supported those recommendations as well. | ||
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| + | Next we get to Comp Cams, which only stocks two different profiles for the small inline six. While they will custom grind any cam profile you want, so will any other cam manufacturer, and usually for less money. A few years ago, before Classic Inlines came about, the most popular cam was Comp Cams H260. The spring they recommend for that cam, part number 902-12, is rated at 48# closed, and 146# open. This is actually weaker than our stock springs, which are rated at 54# closed and 150# open. | ||
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| + | Stock 289 springs are rated at 60# closed and 175# open, while this is only marginally better than the stock springs, I would use them over the Comp Cams springs or stock springs if I was given a choice. Next we have the stock 302 springs, which are rated at 80# closed and 200# open. Stock 302 springs are considerable stronger (40% closed, and 27% opened) and are perfectly suited for mild performance cams within a given rpm range. | ||
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| + | The suggested applications posted on the Classic Inlines website, were recommended by George "Honker" Striegel, who is the owner of Clay Smith Cams, multi record holder in drag racing, and another pioneer in inline performance. While George is renowned for his V8 race engines, he is no stranger to our inline sixes. Back in the sixties and seventies, AK Miller, Bill Strobe, and George built and raced a drag boat powered by a Falcon Six, setting numerous records. While racing boats, George won numerous world championships, and was the first driver to acquire the APBA Triple Crown with his competition jet-boat (the American Revolution). | ||
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| + | Ask anyone in the business (manufacturing or professional racing), that has personally met George, and you'll get one common answer. He is perhaps one of the most knowledgeable persons in the business, and is certainly one of the most respected. | ||
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| + | Clay Smith grinds all of the camshafts sold by XXX. We currently stock seventeen different profiles (about 150 cams), on the shelf, ready to ship. However Clay Smith Cams has more than a 1000 masters on hand, which gives them the capability to make up just about any cam profile you can dream up. | ||
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| + | I could go on, but I think I’ve made my point. All of the above professionals, all experts in inline performance, have used and/or recommend the use of stock springs. Therefore, if I’m an idiot, at least I’m in good company.'' | ||
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===Racer Brown's position on oil level during break-in=== | ===Racer Brown's position on oil level during break-in=== | ||
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